Porsche Taycan vs Audi RS7

What's the difference?

Porsche says its Taycan models have always been performance-focused and this updated version is even faster than the car it replaces, in a straight line and point-to-point. It’s better equipped, more efficient, and yes, more expensive but every millimetre a Porsche in the way this EV sedan and wagon package has been executed.

It’s an impressive car likely to appeal to Porsche newcomers rather than traditionalists, although you may already have other Porsches in the garage. But with the Macan EV landing any minute and the pure-electric 718 Boxster and Cayman just around the corner it's a key part of the changing face of this iconic German brand.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The new-generation RS 7 Sportback heralds the further evolution of this large majestic beast, with more features, a beautifully finished cabin and with more grunt with the looks to match. You’d be hard-pressed to find a better combination of power, dynamics and comfort in the Audi range – apart from in the RS 6 Avant of course.

Porsche has freshened up the Taycan’s front and rear end, the nose losing the vents dropping down from the headlights as previewed by the original Mission E Concept in 2015.

Matrix LED headlights are standard with high-resolution HD available. But there are no major sheet metal changes to the bulk of the car. And why would you fiddle with it? The drag coefficient is an ultra-slippery 0.22.

Around the back the Porsche logo in the rear light strip has been given a cool three-dimensional treatment al la the 911, Panamera and other current Porsches. And if you have eyes for the Turbo or Turbo S the brand’s glamorous ‘Turbonite’ metallic silver colour is now available.

Inside is a screen-rich environment with a three-dial digital version of the brand’s five-dial instrument cluster customisable through roughly 5000 configurations and there’s a new multimedia software interface for the central screens with additional functions. A passenger display is a $2860 option.

The big news is the RS 7 Sportback now comes with five seats. The previous generation car had just two seats in the second row. I'll talk more on practicality below but for now let's examine the new styling.

This RS 7 Sportback has new broad, black mesh grille, flanked by gigantic side air intakes, narrow headlights, and a thin upper air inlet which is a hat tip to early racing Audis.

While that new angrier, more angular and menacing face is a showstopper, everything about the new RS 7 Sportback seems to be accentuated further.

Look at the wheels. The previous generation came with 21-inch rims, now the new normal for the RS 7 are 22-inches – they're huge. Those wheel guards also flare out 20mm more than a regular A7's and the rear haunches have bulked up massively.

Come to the back of the car and the diffuser and bumper have also been beefed up. Nobody sitting behind you in traffic is going to think this is just a regular A7.

Don't expect the RS 7 Sportback's insides to be just as hardcore as its exterior. The cabin is almost identical to a regular A7's. It's a stunning cockpit dominated by a dash which protrudes back towards the passengers and houses the media screen. Anther display for climate is set into the big centre console which divides the driver and co-pilot into almost cocooned cells.

The cabin isn't without its RS touches though – there's the sports seats with honeycomb stitching, fully digital instrument cluster with RS specific meters, the RS steering wheel, the Nappa leather on the dashboard and the doors, the aluminium inlays. The level of fit and finish is up there with the best that I've seen on any production car.

The RS 7 Avant is 5009mm long, 1424mm tall and 1950mm across for a wide planted stance.

At nearly 5.0m long and 2.0m wide but less than 1.4m tall the Taycan is a low-slung large sedan.

In the front of the Taycan I’ve got plenty of breathing space, lots of headroom and enough shoulder room and you don’t feel cramped relative to the co-pilot.

In terms of storage, there are pockets in the doors with room for bottles, a couple of cup and bottle holders in the centre console as well as a tray under the flying buttress type upper console section.

A lidded box between the seats housing a couple of USB-C outlets and a 12-volt socket is handy and there’s a decent-size glove box on the passenger side. 

Interestingly, an in-car video function enables video streaming on the central display (while the vehicle is stationary) and the passenger display at any time with the vision hidden from the driver by a lenticular-style screen.

In the back, sitting behind the driver’s seat, set for my 183cm position, I have ample legroom and space for my feet. Problem is my head hits the roof solidly, even with the extra room afforded by the panoramic glass insert, which is a no-cost option from the Taycan 4S up.

Standard configuration is two rear seat positions, although a ‘4+1’ set up which adds an occasional centre rear position is optionally available. Trust me, that’s tight. 

On the upside you have adjustable ventilation for the rear seat passengers (climate control zones on the Turbo grades) with a small oddments shelf below them, slots in the doors for bottles and two more cup or bottle holders in the fold-down centre armrest.

No map pockets on the front seat backs, so while there’s some room for storage it’s not exactly over supplied in that department, or for breathing space in general.

Boot space is relatively modest at 366 litres in the sedan but the 60/40 split-folding rear seat liberates more space if required. The Cross Turismo wagon offers 405 litres and a much larger load aperture for greater flexibility. An 84L frunk sits in the nose of all Taycans.  

Interesting to note Taycans in other markets boast an extra 41L of boot space. It doesn’t feature here because Porsche Australia has made the high-end Bose sound system standard and its sub-woofer eats into available capacity. 

A power boot lid or tailgate and auto self-levelling to maintain the car’s ride height under load is standard but there’s no spare tyre of any description. A repair/inflator kit is your only option, which is less than ideal.

The previous RS 7 Sportback was a four-seater, now it has five seats. That's right, a middle seat has been added to the second row, but, as you'd expect, it's not the best place be in the RS 7 Sportback, straddling the large driveshaft and ducking under the low roof-line.

That fastback profile does mean headroom in the second row is nowhere near as good as the RS 6 Avant's, but legroom is the same and, at 191cm tall, I can just fit behind my driving position with about 10mm to spare.

Up front it's not as spacious as you might think. That stepped dash protrudes into the passenger's space, the door pockets are thin and the centre console storage under the armrest is small.

Sportbacks are more practical sedans thanks the large opening offered by the hatch. The boot's 535-litre cargo capacity is great and only about 30 litres less than what you have in the RS 6 Avant.

For phones there's a wireless charger and two USB ports in the centre console storage box, while back seat passengers have two USB ports and a 12V outlets. There's also directional air vents and dual-zone climate control in the rear, too.

The Audi RS 7 Sportback lists for $224,000, which is exactly $8K more than the RS 6 Avant.

Coming standard are the enormous 22-inch alloy wheels, the matrix LED headlights with laser lights, metallic paint, a panoramic glass sunroof (which is new to the model), privacy glass, head-up display, soft-close doors and red brake calipers.

Inside there's the Bang and Olufsen 16-speaker sound system (that new, too), sat nav, the 12.3-inch virtual instrument cluster, wireless Apple CarPlay (new, as well), wireless charging, full leather upholstery with RS sport front seats that are heated and now come with ventilation as standard, and four-zone climate control.

I've left off all the standard RS mechanical equipment, but I'll cover that in the driving section below.

Is it good value? Well the Mercedes-AMG CLS 53 S is $186,435 but it has way less grunt, the Alpina B5 which I've also road-tested lists for $210,000 and there's the Porsche Panamera 4 Sport Turismo for $236,300.

The entry-level single-motor RWD Taycan features a new electric motor that’s 10kg lighter and seven per cent more powerful but more notably produces 22 per cent more torque than the unit it replaces.

Both it and the additional motor fitted to the front axle of AWD models are permanent magnet synchronous units with outputs up across the range, the Turbo S producing a stonking 700kW and more than 1100Nm.

That 700kW peak number for the Turbo S comes courtesy of an ‘overboost’ function with Launch Control. And Taycan models equipped with the Sport Chrono package and the Performance Battery Plus have up to an extra 70kW courtesy of a 10sec push-to-pass button.

There’s a two-speed transmission on the rear axle and a single-speed on the front of AWD variants.

The RS 7 may look like a large, well-mannered business class car, but think of it as a thug in a suit because this thing is a monster with a 441kW/800Nm twin-turbo petrol 4.0-litre V8.

That's almost 600 horsepower and the supercar acceleration that goes with it is brutal: we're talking 0-100km/h coming in 3.6 seconds. That also matches the RS 6 Avant and it's a tenth of a second faster than the Audi R8 V10 RWD supercar, (and also the previous-gen RS 7 Sportback Performance) and this is a large, four-door, five-seater.

Compared to the previous generation RS 7 Sportback Performance the power is down by 4kW, but torque is up by a whopping 100Nm. Give me torque over power any day.

Shifting gears is an eight-speed automatic transmission, sending the drive to all four wheels.

The Taycan runs 800-volt electric architecture which means it can charge at up to 320kW on a DC fast-charger which is 50kW more than its predecessor. In fact, charging at more than 300kW for up to five minutes is possible. 

You’re looking at a 10-80 per cent charge in 18min on a fast charger which is down from 37min. It’s 46min on a more typical 120kW charger.

An 89kWh lithium-ion battery is standard on the entry-grade Taycan. It boasts a nickel, cobalt, manganese cell chemistry which Porsche says delivers high energy content, lower internal resistance and higher charge and discharge currents. And it’s 9.0kg lighter.

All models above it feature the 105kWh ‘Performance Battery Plus’, a roughly $12K option on the base car.

Maximum AC charging capacity is 11kW and you’re staring down the barrel of nine hours for a 0-100 per cent fill of the smaller battery and 11 hours for the performance battery pack.

Official energy consumption on a combined urban, extra-urban cycle varies from 17.1kWh/100km for the single motor Taycan to 17.8kWh for dual-motor variants.

On the launch drive program, covering mainly rural B-roads on Tasmania’s east coast, we cycled through all models on offer and recorded a best figure of 21.5kWh/100km for the single-motor Taycan up to 22.0kWh for the Turbo S. Not bad.

Claimed range is 566km for the entry-grade Taycan, up to 626km for dual-motor models.

Interestingly, on 4WD models the - front electric motor can electronically decouple more frequently to improve efficiency.

This is a large, all-wheel drive car with a 600 horsepower V8, but it also has a mild hybrid system in this new generation, which will switch the engine off at let the car coast down hills or at speeds under 22km/h.

Audi says this can save up to 0.8L/100km in real-life driving. That's great news, but consumption is still fairly high with Audi saying that after a combination of open and urban roads the RS 7 Sportback will have used 11.6L/100km.

Full disclosure. My preference when it comes to Porsche propulsion is pistons in cylinders; ideally six of them, horizontally opposed. 

But if the Taycan is on your shortlist you’re ready to move past internal combustion and there is no doubt this car is properly quick. 

The entry-level RWD model accelerates from 0-100km/h in 4.8sec (0.6 faster than the outgoing model) with the Taycan Turbo S at 2.4sec which is hypercar fast.

Porsche admits to having played around with some dual-clutch transmission-type mimicry along the lines of the Hyundai Ioniq 5 N. But the boffins in Zuffenhausen left that to one side due to concerns over compromise to the car’s point-to-point ability. Porsche seemingly can’t entertain anything that makes a car slower.

It did, however, install a push-to-pass function on dual-motor versions which gives you a 10-second burst of extra performance which is fun.

Suspension is by forged alloy double-wishbone front and rear with some extra links at the back.

Adaptive air suspension is standard across the range, and ‘Active Ride’ is fitted to the upper variants which takes things one step further.

And it does ride very nicely. The launch drive covered second-class, coarse-chip B-road type surfaces and the Taycan smooths the road out beautifully.

Standard wheel diameter is 19-inch for the entry-grade, 20s for the 4S and Turbo, then 21s on the Turbo S. The cars on the launch program all featured 21-inch rims shod with Goodyear Eagle F1 or Michelin Pilot Sport 4 rubber and even on those big wheels the car still rides well.

In terms of the steering… hey, it’s a Porsche. It’s fantastic. Accurate and direct without being too jerky or snappy. It does exactly what you want the car to do. The connection with the front tyres feels like it’s almost direct.

This car may be lighter than its predecessor but all models are over 2.0 tonnes so you’d expect it to be heavy and slow. It’s not. Point and accelerate through corners with supreme confidence. It’s beautifully balanced. What you’d expect from a Porsche performance car.

Physical braking is by big ventilated discs all around with six-piston aluminium monobloc fixed-calipers at the front and four-piston units at the rear. Suffice it to say they wash off speed effectively. 

Believe it or not the Turbo S’s front brake calipers contain no less than 10 pistons, clamping ceramic composite rotors. We gave all Taycan variants a solid workout on the Baskerville Raceway just north of Hobart and stopping power felt as strong and effective at the end of the session as it did at the start.

There’s also improved recuperation capacity for the regenerative braking system, up 30 per cent from 290 to 400kW.

In terms of miscellaneous observations, beware the 11.7m turning circle. What might appear to be a three-point turn situation often turns into a five-pointer.

And entry to cars fitted with Active Ride is made easier (when activated). As soon as a door is opened, the body raises by 55mm. May seem OTT but it makes life with the Taycan that bit better.

I've never met an RS model that hasn't been great to drive – these cars are way more than just tough body kits and big wheels. The engineering which separates the RS 7 Sportback from the A7 makes them more distant cousins than siblings.

As I mentioned before the RS 7 Sportback and RS 6 share more than the same twin-turbo V8, there are also the giant brakes in form of 420mm discs at the front with 10 piston calipers and 370mm discs at the rear.

The optional carbon ceramic brakes are the largest ever to be fitted to a production vehicle at 440mm at the front and 370mm at the rear, saving 34kg in mass over the steel brakes.

Now standard for the first time is Audi's Dynamic Package, which adds dynamic steering (a variable ratio) paired with all-wheel steering, a sport differential, and a 280km/h top speed.

Coming standard is adaptive air suspension and for $2850 you can option the Dynamic Ride Control suspension, which is a hydraulically activated adaptive damper system 

At the Australian launch, Audi supplied two RS 7 Sportbacks: one with the air suspension and the other with not only the Dynamic Ride Control system, but also the RS Dynamic Package Plus which adds the ceramic brakes and increases the top speed to 305km/h – this was the car I started off in.

I'm going to say right away that you don't need ceramic brakes for regular road use. Sure it means you can tell people that you have the biggest brakes in the world and they save you almost 35 kilos in weight, and, yes, they're resistant to fading, but they're expensive to replace and the steel ones are incredibly good.

I also feel the Dynamic Ride Control sports suspension isn't necessary in a car like the RS 7 Sportback. This is a Grand Tourer designed to eat up hundreds of miles at lightspeed in comfort.

So, while I found the first RS 7 Sportback with the big brakes and sports suspension sharper and firmer than the standard car, it didn't seem to fit with this vehicle's intent.

The regular RS 7 Sportback still accelerated with the same brutal force and roared at the scenery flashing past. It still handled through the tight corners superbly with excellent turn in, mind-boggling traction and grip, and excellent body control, but all in far more comfort.

This is the point – we covered hundreds of miles at the Australian launch of the RS 7 Sportback in a range of RS models, and sports suspension can go from great to gruelling on Aussie roads with their coarse-chip bitumen and potholes. The RS 7 Sportback, with its air suspension, not only made driving far more comfortable, but easier, too.

ANCAP tested the A7 in 2018 and gave it the maximum five-star ANCAP rating, however, this rating does not apply to the RS 7 Sportback high performance model.

That said, the RS 7 Sportback is fortified with nearly every piece of advanced safety tech there is in Audi's cupboard. There's AEB which can detect and brake for cyclists and pedestrians at speeds between 5-85km/h and vehicles up to 250km/h; there's rear cross traffic alert and intersection crossing assistance with braking; lane departure warning and corrective steering to keep you in your lane, and blind spot warning.

Not a fan of parking, the RS 7 Sportback can do it by itself, or there's a 360-degree camera that'll help you do it yourself. There's an exit warning system, which will warn you if a vehicle is approaching as you go to get out, too, and if the RS 7 Sportback detects that it will be hit from behind, it will prepare the cabin by tensions the seatbelts and closing the windows, including the sunroof.

Along with all that there are Audi's new Matrix LED headlights with laser lights, rain sensing wipers and adaptive cruise control.

For child seats you'll find three top tether points and two ISOFIX mounts across the second row.

There's no spare wheel – instead, there's a tyre repair kit.

Porsche covers the Taycan with a three-year, unlimited km warranty which is off the pace for the premium segment where five years, unlimited km is the norm. The high-voltage drive battery is covered by an eight-year, 160,000km warranty. The paint is covered for three years and a 12-year (unlimited km) anti-corrosion warranty is included.

Porsche Roadside Assist provides 24/7/365 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer.

Thanks to fewer moving parts, servicing intervals for the Taycan are relatively lengthy at two years or 30,000km, whichever comes first. 

With Porsche, final costs are determined at the dealer level (in line with variable service labour rates by state/territory).

The RS 7 Sportback is covered by Audi's three-year, unlimited kilometre warranty which not only falls behind in duration compared to mainstream brands but also its direct rival Mercedes-Benz which now has five-year, unlimited kilometre coverage. 

Service intervals are every 12 months or 15,000km with a three-year plan costing $2380 and a five-year plan for $3910.